Carburetor arrangement



April 26, 1966 .J. DE RUGERIS CARBURETOR ARRANGEMENT 2 Sheets-Sheet 1Filed April 25, 1963 FIG! INVENTOR.

JOHN DeRU ERIS BY M A ril 26, 1966 DE RUGERIS CARBURETOR ARRANGEMENT 2Sheets-Sheet 2 Filed April 25, 1965 FIG. 2

United States Patent 3,248,097 CARBURETOR ARRANGEMENT John De Rugeris,527 Kenneth Ave., Campbell, Calif. Filed Apr. 25, 1963, Ser. No. 275,5562 Claims. (Cl. 261-50) The present invention relates to apparatus knownas carburetors which serve to mix the air drawn into the cylinder of aninternal combustion engine by the action of their pistons, withvaporized fuel to produce an explosive mixture.

It is an object of my invention to provide a carburetor that maybedepended upon to mix the proper amount of fuel with the proper amount ofair for producing a combustion mixture of optimum composition,irrespective'of the operating conditions of the engine.

Another object of the invention is to provide a carburetor that operatesto effect a most intimate intermingling of the components of theexplosive mixture.

An additional object of the invention is to provide a carburetorararngement which minimizes the danger of flooding the engine.

It is still another object of my invention to provide a carburetorarrangement of the type referred to, that is of simple and compactconstruction.

These and other objects of my invention will be apparent from thefollowing description of the accompanying drawings which illustratecertain preferred embodiments thereof and wherein:

FIGURE 1 is a diagram of a carburetor constructed in accordance with myinvention; and

FIGURE 2 is a diagram similar to FIGURE 1, illustrating a modifiedembodiment of the invention.

The carburetor of my invention comprises an openended tubular enclosureor housing (FIGURE 1) that communicates with the outside at its top end12 through a suitable air filter (not shown) so that air may be drawninto said housing. Its opposite end 13 leads to the fuel supply manifoldof the engine so that the fuel air mixture formed in the carburetor maybe drawn into the cylinders of the engine by the intake strokes of theirpistons. ing 10 is controlled by'a throttle valve of conventional designwhich may be provided near the upper end of the housing and which may beformed by a circular lid or disk 14 that is secured to a spindle 16which extends diagonally across, and is rotatably supported in the Wallof said housing. During operation of the engine, the lid 14 is opened tovarying degrees such as shown in broken lines in FIGURE 1, to permit therequired amount of air to be drawn through the carburetor by the intakestrokes of the engine pistons. Opening of the throttle valve 14 iseffected through a suitable linkage indicated at 18, by depression ofthe fule accelerator pedal which controls the speed of operation ofinternal combustion engines. When the engine is in operation, a fuelsupply pump of conventional design (not shown) which is actuated by theoperating engine, delivers fuel through a conduit 20 into the interiorof the housing 10 at a suitable point thereof. In accordance with myinvention said conduit delivers the fuel to a valve 22 which is locatedcentrally within the housing in coaxial alignment therewith. Said valveis arranged to dispense controlled amounts of the fuel depending uponthe requirements of the engine for best performance under varyingconditions, and it is constructed to elfect a most intimateintermingling of the dispensed fuel and the air sucked through thehousing by the intake strokes of the pistons of the The inflow of airfrom the outside into hous- 3,248,097- Patented Apr. 26, 1966 I into thehousing 10 in the direction of the air flow through said housing,through the tapering orifice 24 of a nozzle 26 depending upon the volumeand velocity of the air flow through the housing and also depending uponthe position axially of the valve, of the pointed end 28 of a controlrod 30 that passes through said valve coaxially therewith and isslidable relative thereto. Said rod is yieldably held in a forwardposition wherein its pointed end 28 closes the orifice 25, by means of aspring 34. Said spring is coiled about the rod within the chamber 24 andis compressedbetween the upper end of said chamber 24 and an annularflange 36 provided around the rod 30 near its pointed end. The upper endof rod 30 protrudes from the body of valve 22 and is threadably engagedin a cap 38. The cap is pivotally connected to the lower end of a link40 whose upper end is pivotally connected to an ear 42 that is securedto the disk 14 of the throttle valve.

When the throttle valve is in the closed position illustrated in solidlines in FIGURE 1, the spring 34 holds the control rod 30 in a positionwherein its pointed end 28 blocks the orifice 32 of nozzle 26 so thatnone of the fuel delivered to chamber 24 may pass into the housing 10.When an operator steps onto the accelerator pedal and swings thethrottle disk into an open position such as illustrated in broken linesin FIGURE 1 permitting air to be drawn into the housing 10 by theoperation of the pistons (which may have been set into motion by anelectric starter), the rotation of the throttle disk 14 lifts the valvecontrol rod 30 against the urgency of spring 34 and withdraws itspointed end 28 from the orifice of nozzle 26 to varying degreesdependent upon the rotational position of the throttle disk 14. Hence,the effective size of the opening through which the fuel may pass fromthe chamber 24 into the housing 10 varies in a predetermined relation tothe amount of air admitted into the housing by the varying rotarypositions of the throttle valve 14. Thus, in a carburetor constructed inaccordance with my invention the amount of fuel delivered into the airstream passing through the housing 10 depends in fact upon threefactors: The effective size of the nozzle orifice whichvaries withvariations in the position of the throttle valve; the pressure inchamber 24 which may be set by manipulation of the pressure regulatorvalve 54 and which acts to eject fuel from the chamber 24 into thehousing 10, and the Venturi action of the stream of air actually passingthrough the housing 10 during op-. eration of the engine, which sucksvarying amounts of fuel from the chamber depending upon its volume andvelocity. By properly designing the configuration of link 40 and byproper choice of the area where it is pivotally connected to thethrottle disk 14; i.e., by properly locating the ear 42 on said link 14,the degree to which the pointed end of the valve control rod iswithdrawn from the orifice of the nozzle 26 may be so related to therotary position of the throttle disk 14 that for every position of saiddisk precisely the appropriate amount of fuel may be made to pass intothe housing 10 to produce an optimum composition of the explosivefuel/air mixture under all conditions of operation of the engine; and byturning the rod 30 within cap 38 in one or the other direction, it ispossible to set the described valve mechanism to a position wherein anoptimum amount of fuel is passed into the housing 10 when the engine isallowed to idle. I

To effect a most intimate mixture of indrawn air and dispensed fuel andto increase the fuel sucking effect of the air stream passing throughthe housing 10 upon the fuel in chamber 24, the ejection orifice 25 ofthe nozzle 26 is located in the apex of a conical recess 44 that isformed in the tip of the nozzle, while the nozzle itself has theexternal configuration of an inverted truncated cone 46; and arranged inthe wall of the nozzle as defined between the trunco-conical outersurface 46 and the conical inner surface 44 is a group of obliquepassages or channels 48 that have their intake openings at angularlyequi-spaced points in a recessed area 49 near the base of thetrunco-conical outer surface 46 and lead into the recess 44 in an areanear the apex of said recess at points that are angularly displaced withrespect to the position of their respective intake openings. When a jetof fuel is ejected from the nozzle 26 around the pointed end of controlrod 30 through the orifice 25 during peration of the engine, part of theair drawn through the housing passes in separate currents through thechannels 48 into the recess 44 and in said recess these air currents actto increase the amount of fuel drawnfrom the chamber. 24 and impingeupon the jet of fuel issuing from the orifice in such a manner as toproduce a vortex of turbulence that effects a most intimateintermingling of air and fuel. Thus, the conical recess 44 on the tip ofthe nozzle operates in fact as a pre-mixing chamber wherein an intimatemixture of fuel and air is established, which is then incorporated intothe main stream of air that passes through the tubular housing 10;

To increase the amount of air that reaches the premixing chamber 44during operation of the engine through the channels 48, the wall ofhousing 10 may be constricted at a level somewhat above the level of theintake openingsof said channels as shown at 50 in FIG- URE 1, so thatthe air passing through the housing may be deflected toward said intakeopenings and into said channels as indicated by the arrows 52 in FIGURE1.

The carburetor valve of my invention, therefore, does not only adjustthe amount of fuel which it dispenses, to the quatity of air taken induring operation of the engine under varying conditions of performance,it operates to insure a most intimate mixing of air and fuel before themixture is delivered to the cylinders of the engine.

In the event that the cone of said air and fuel mixture ejected from therecess 44 of nozzle 26 is intended to serve more than a singlecarburetor throat, a second group of channels 54 may be provided in thewall of nozzle 26 to spread the ejection cone over a wider area. Asshown in FIGURE 1, these channels lead from points in the conical recess44 of the nozzle 26 in an area outwardly adjacent the discharge openingsof the air intake channels 48 along diverging paths to points in an areaadjacent the truncated end of the outer surface of said nozzle.

The embodiment of my invention illustrated in FIG- -URE 2 differs fromthe embodiment described in connection with FIGURE 1 in that itsthrottle valve 14 is located below the carburetor valve 22 near thebottom of housing 10'. To establish the cooperation between the throttlevalve 14' and the control rod 30' of the carburetor valve 22 required inaccordance with my invention, a spindle 60 parallel to the spindle 16'of the throttle valve 14 is rotatably supported in the wall of thecarburetor housing 10' above the carburetor valve 22' and is connectedfor rotation in unison with spindle 14' by a suitable linkage trainwhich may be comprised of a pair of arms 62 and 64 that are firmlysecured to the spindles 16' and 60, respectively, and a link 66 whoseopposite ends are pivotably secured to said arms; and the upper end ofthe bent link 40' which controls the position of the valve rod 30' ispivotally engaged in a slot 67 provided in yet another arm 68 that issecured to the spindle 60. Hence, any variation in the position of thethrottling disk 14 as effected by depression of the accelerator pedalproduces an appropriate variation in the position of the valve controlrod 30 and hence in the amount of fuel dispensed by the carburetorvalve, in the same manner 4 as in the embodiment of the inventionillustrated in FIGURE 1.

The carburetor arrangement of my invention adjusts the quantity of fueldispensed to the amount of air drawn into, the pistons and thus iseffective to produce.

at all times a combustion mixture of optimum composition. It effects amost thorough mixing of the dispensed fuel with the available air, andyet it is of a simple and compact construction as compared withcarburetors of conventional design. It requires neither a specialcarburetor pump nor a fioat valve to control the amount of fueldelivered to the cylinders of the engines. It operates effectively atall speeds without danger of flooding the engines irrespective ofchanges in its position, such as may occur when an automobile negotiatesgrades of different steepness.

While I have explained my invention with the aid of certain preferredembodiments thereof, it will be understood that the invention is notlimited to the specific constructional details shown and described byway of example, which may be departed from without departing from thescope and spirit of my invention.

I claim:

1. A carburetor valve for internal combustion engines comprising a valvebody forming an internal fuel charnher, a nozzle for dispensing fuelfrom said chamber to an enclosure and having at its tip a conical recesswith the base of said conical recess in open communication with theinterior of said enclosure, and a fuel dispensing passage leading fromsaid chamber to the apex of said conical recess, a control rod slidablyarranged coaxially within said valve body'and having a pointed endlocated within said fuel dispensing passage, and arranged within saidnozzle a first group of air conducting channels leading from the outersurface of said nozzle to points in an area of the inner conical surfaceof said recess near the apex thereof, and a second group, of channelsleading from an area oftsaid inner conical surface outwardly adjacentthe area wherein said first channels lead into said recess alongdiverging paths to an area of the outer surface of said nozzle near thetip thereof.

2. A carburetor valve for internal combustion engines comprising a valvebody forming an internal fuel chamber, a conduit including a pressureregulating valve for delivering fuel to said chamber, a nozzle fordispensing fuel from said chamber to an enclosure and having an outerconical surface and at the tapered end of said surface a conical recesswith the base of said conical recess in open communication with theinterior of said enclosure, and a fuel dispensing passage leading fromsaid chamber to the apex of said conical recess, a control rod slidablyarranged coaxially within said valve body and having a pointed endlocated within said fuel dispensing passage, and arranged Within thewall of said nozzle as defined by said conical outer surface and theinner conical surface of said recess a first group of air conductingchannels leading from an area near the base of said outer conicalsurface obliquely to points in an area of said inner conical surfacenear the apex of said recess, and a second group of air conductingchannels leading from an area of said inner conical surface outwardlyadjacent the area wherein said first channels lead into said recessalong diverging paths to an area of said outer conical surface near thetapered end thereof;

References Cited by the Examiner UNITED STATES PATENTS 1,376,201 4/1921Harris 261-36 1,612,352 12/1926 Boehner 261-51 1,767,305 6/1930 Musall26179 X 1,815,019 7/1931 Weber 26l51 X (Other references on followingpage) Bicknell 261-51 X Coleman 26151 X Ravanelli 26136 Beals 261-50 5Paasche 261-79 X 6 2,247,189 6/1941 DeGuyon 261-51 2,297,736 10/ 1942Aymar 261-51 V FOREIGN PATENTS 602,404 3/ 1926 France.

HARRY B. THORNTON, Primary Examiner.

2. A CARBURETOR VALVE FOR INTERNAL COMBUSTION ENGINES COMPRISING A VALVEBODY FORMING AN INTERNAL FUEL CHAMBER, A CONDUIT INCLUDING A PRESSUREREGULATING VALVE FOR DELIVERING FUEL TO SAID CHAMBER, A NOZZLE FORDISPENSING FUEL FROM SAID CHAMBER TO AN ENCLOSURE AND HAVING AN OUTERCONICAL SURFACE AND AT THE TAPERED END OF SAID SURFACE A CONICAL RECESSWITH THE BASE OF SAID CONICAL RECESS IN OPEN COMMUNICATION WITH THEINTERIOR OF SAID ENCLOSURE, AND A FUEL DISPENSING PASSAGE LEADING FROMSAID CHAMBER TO THE APEX OF SAID CONICAL RECESS, A CONTROL ROD SLIDABLYARRANGED COAXIALLY WITHIN SAID VALVE BODY AND HAVING A POINTED ENDLOCATED WITHIN SAID FUEL DISPENSING PASSAGE, AND ARRANGED WITHIN THEWALL OF SAID NOZZLE AS DEFINED BY SAID CONICAL OUTER SURFACE AND THEINNER CONICAL SURFACE OF SAID RECESS A FIRST GROUP OF AIR CONDUCTINGCHANNELS LEADING FROM AN AREA NEAR THE BASE OF SAID OUTER CONICALSURFACE OBLIQUELY TO POINTS IN AN AREA OF SAID INNER CONICAL SURFACENEAR THE APEX OF SAID RECESS, AND A SECOND GROUP OF AIR CONDUCTINGCHANNELS LEADING FROM AN AREA OF SAID INNER CONICAL SURFACE OUTWARDLYADJACENT THE AREA WHEREIN SAID FIRST CHANNELS LEAD INTO SAID RECESSALONG DIVERGING PATHS TO AN AREA OF SAID OUTER CONICAL SURFACE NEAR THETAPERED END THEREOF.